Purdue University

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International Compressor Engineering Conference

School of Mechanical Engineering

1992

The Role of Estimating the Stiffness of Rolling

Element Bearings, in the Analysis of SemiHermetic, Twin-Screw Compressors
U. Shapiro
SKF Engineering and Research Centre; The Netherlands

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Shapiro, U., "The Role of Estimating the Stiffness of Rolling Element Bearings, in the Analysis of Semi-Hermetic, Twin-Screw
Compressors" (1992). International Compressor Engineering Conference. Paper 924.
http://docs.lib.purdue.edu/icec/924

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THE ROLE OF ESTIMATING THE STIFF

NESS OF ROLLING
ELEM ENT BEARINGS, IN THE ANAL
YSIS OF SEMI-HERMETIC,TWIN-SCREW
COMPRESSORS.
Uri Shapiro
SKF Engineering & Research Centre, Nieuw
egein, The Netherlands
INTRODUCTION
The clear trends in rotating machinery design
and construction are towards lighter and
stiffer
machines, and faster rotational speeds. Most
machines suffer from some degree of mass
imbalance,
which is a major source of rotating forces
. At high spe~ds these forces increase drama
tically, and may
excite resonances of the rotating machinery
and the housing of the machine, causing
those pans of the
machine to vibmte. A stiff housing tends
to absorb lirtle of the vibration energy and
therefore would
act as a sound emitter, thus justifying
the common opinion which regards rotatin
g machines as
potential noise and vibration generators.
The Twin-Screw Compressor
The compressors discussed in this paper
typically consist of a male and female screw
rotors,
parallel to each other in close proximity,
and suppo ned by rolling element bearings.
The female rotor
is driven by the male through the screw
lobe so that they are accurately synchronise
d. Both screw
rotors are loaded radially and axially by forces
generated from the gas flow. For .better efficie
ncy twinscrew compressors are constructed with tight
clearanc~ between the two screw
s. This design requires
that excessive vibration of the rotors be
avoided because it may lead to mutual
hammering of the
screws and consequently noise and accele
rated wear. Therefore it may prove profitable
to engage rotor
dynamics analysis methods early in the
design stage to predict the performance
of the rotors. Such
methods are able to foresee pitfalls, to simul
ate alternative solutions and to eva! uate them
prior to the
actual manufactur~ of a test model. In this
way the time and costs of correcting defici
encies may be
dramatically reduced.
Two types of twin-screw compressors will
be addressed here, with somewhat differ
ent assemblies:
(a)
'Open Shaft ' -The rotors system is assem
bled into a massive housing with a flexib
le coupling
to the drive motor on the protruding end
of the male rotor. So the male rotor i~ driven
by a
powe r unit external to the compressor.
(b)
'Semi-Hermetic' -An electric motor is integr
ated into the compressor in such a way
that the
electro-rotor is mounted on the screw rotor.
This is mostly an overhang part of the rotor,
and
therefore undergoes greater bending deflec
tion than type (a).
Rotor Dynamics

Performanc~

Each rotor of the twin-screw compressor

orbits (whirls) in addition to rotating about
undeformed centre-line. The whirl orbit
its
of a perfectly isotropic rotor in a vertical
position would be
a circle, otherwise it can take any form (I]'.
When the rotor whirls at the speed of rotatio
n it is called
'synchronous' whirl, and otherwise 'async
hronous' whirl. Synchronous forward whirl
is mostly a
kinematic phenomenon caused by the forces
generated by mass imbalance. Synchronou
s reverse , and
asynchronous whirl ar~ dynamic phenomena
analogous to beam vibration. Thus dynam
ic whirl is
associated with a form of bending of the
rotor, referred to as a 'natural whirl mode
shape ', in short
'whirl mode ', seen by a stationary observer
as a vibrating beam. The frequency [Hz] at
which the rotor
whirls in a specific mode shape is named
the 'natural whirl frequency' with refere
nce to that mode,
or in shon the 'whirl frequency'. Sometimes
the whirl frequency is called th~ 'whirl speed
' and is then
in [r/min].

'The numbers in square brackets refer to

the List of References.

!295

and
r of whirl modes of the various bending shapes
Every machine possesses an infinite numbe
on the
d
depen
ncies
freque
whirl
l
natura
their
shapes and
their corresponding frequencies. The mode
nies depend
ution) of the individual rotor. These prope
dynamic prope nies (mass and stiffness distrib
mounting fits, bearing
(e.g.
nents
compo
rotor
the
all
of
ces
in tum on the manufacturing toleran
er small,
compressor to another. The variations, howev
location,), which may vary slightly from one
may
hence
,
design
al
nomin
the
for
ted
from those predic
lead to natural whirl frequencies which differ
r.
anothe
to
differ from one compr essor
Vibration Excitation
it is
vibrates in a natural mode of whirl only if
It should be pointed out, however, that a rotor
proximity to
close
in
ncy
freque
a
with
n
functio
a forcing
excited to resonate, i.e. in the presence of
imbalance of
tion are the radial forces arising from mass
that mode. The most common case of excita
natural whirl speeds (in
its
of
one
ches
approa
]
[r/min
rotor
the
of
the rotors. As the speed of rotation
a mode is
mode into resonance. The speed at which
[r/min J = [Hz) x 60) these forces excite the
called the
is
speed
nal
rotatio
the
to
of the whirl speed
excited is called a 'critic al speed ', and the ratio
has order #1. A shaft with
ance
imbal
mass
by
tion
excita
that
so
')
'vibration order' (in short 'order
a keyway
y may give rise to excitation of order #2. Thus
asymmetric cross-section caused by a keywa
This
mode.
that
of
speed
whirl
the
half
is
of rotation which
may excite a natural whirl mode at a speed
text with the help of practical examples.
the
in
later
sed
discus
r
funhe
and
ntiated
concept will be substa
AN APPROACH TO THE ANAL YSIS
ing at
ted by the desire to avoid the risk of operat
Rotor dynamics analysis is normally motiva
be used to simulate
can
is
analys
Such
essor.
compr
the
of
a critical speed within the rated speed range
to evaluate
ic performance of each of the rotors, and
the operating conditions and predict the dynam
ical model representing those
analyt
the
is
is
analys
the
of
point
focal
The
the effect of design changes.
and stiffness
this analysis. In general these are the mass
features of the real compressor of interest in
rotor.
the
of
ns
i.e. the suppo
distributions, and the boundary conditions,
essor
the male ~crew rotor of both twin-screw compr
The analysis presen ted herein deals only with
c.
ermeti
typ~s: the open-shaft and the semi-h
The Rotor Dynam ics Models
bles
screw rotor described below closely resem
The rotor dynam ics model of the Open Shaft
analytical
the
of
sion
discus
a
ate
facilit
to
uced
introd
type is
many twin-screw compr essor designs. This
funher in the text.
model verification against experimental data,
of
the Z-axis along the undeformed centre-line
A Cartesian coordinate system is defined with
rotational
a
has
rotor
The
1).
(Fig.
y
gravit
to
ite
on oppos
the screw rotor, and theY- axis in the directi
ers of various
that the model consis ts of a series of cylind
symmetry (also the screw approximately), so
axially'. The screw segment
rigid
and
y
radiall
elastic
be
to
ed
assum
is
lengths and diameters [2]. It
r than the
enting its bending stiffness. Since it is smalle
of the rotor is modeled with a diameter repres
rotor
screw
the
of
parts
ing
remain
The
mass.
ed as a point
screw diameter, the rest of its mass is model
(denoted m) at relevant locations on
s
masse
point
as
d
lumpe
also
are
ss
stiffne
which do not add to its
ed k) as
-element bearings model ed as springs (denot
the rotor. The rotor is suppo ned by five rolling
B) k,, ~.
(ACB
gs
bearin
ball
act
r-cont
angula
the
so that
shown in the stick model. They are arranged
support only
cylindrical roller bearings (CRB) k4 and k,
and k,, carry exclusively thrust load, while the
radial loads.
body in the axial sense are as follows:
'The reasons for the assumption of a rigid
diameter as
mostly robust, they have a relatively large
are
essors
compr
The rotors in these
a)
compa red to the short length.
mode of vibration would be well above the
The natural frequency of the flexural axial
b)
range of interest of the analysis.

1296

The inner rings (IR) of the four

bearings at the left end of the rotor
are rigidly clamped
axially onto the shaft, thereby cono
ibuting to its bendin-g stiffness,
and are therefore considered a
solid part of it.

In the analysis the axial Z-axis,

and the radial X-axis and Y-axis
are aU assumed
decoupled' from each other. Thus
the model consists of three, mutu
ally independent sub-systems:
(a)
An elastic rotor with 2-Degrees-of-F
reedom in the X-Z plane, supponed
by the spring
constant of the CRBs in the X-di
rection;
(b)
A similar rotor in the Y-Z plane
, supponed by the onhogonal sprin
g constants of the same
bearings in the -direction;
(c)
A mass-spring sub-system with
Single-Degree-of-Freedom in the
Z-direction and the axial
stiffnesses of the ACBBs.
Bearing Stiffness Computation
The stiffness of a rolling-element
bearing arises from the resistance
of the material of the
mating elements to elastic deformat
ion at the contact [3). The facto
rs controlling it are grouped as:
a)
Jntemal Geometry - Dimensions
of the elements and the clearance
, contact angle, and the
number of rolling elements;
b)
Rotor Assembly - Mounting fits,
shaft stiffness, mounting resilience
, and the force or
displacement of the axial or radia
l preloading;
c)
Operating Conditions - Shaft spee
d, the applied loading component
acting on each bearing,
and the azimuth orientation of the
rolling elements relative to the load
vector.
The bearings' stiffnesses are comp
uted with a three-dimensional quas
model of the complete rotor, in
i-static' analytical
the steady-state. Th~ rotor is assum
ed to operate at a constant
speed and loading by the gas force
s. The computations yield a 5X5
square symmetric matrix for
each bearing (Table 1.) correspon
ding to 3 translational and 2 rotat
ional degrees of freedom.
Table I.
k,

Bearing stiffne;s matrix 5

. k,,

k,

k"

k,.

k,

k,,

k,.

k,..

k,.

k,,

Is.

k.,

k..

k,
The elements on the main diago
nal named the 'pure elements' desc
ribe the stiffness in a given
coordinate, i.e. the response to a
force or moment in the saine coor
dinate. So k, is the stiffness in
the X-direction due to a force actin
g in that direction. The remaining
elements, called the
'coupling elements' describe the
coupling between pairs of elements
on the main diagonal.
'It is recognised that an error is
introduced into the analysis throu
gh decoupling the sub--systems.
This however, is of minor impo
rtance in weakly coupled systems
(there are no disks), while it
greatly simplifies the analysis.
'The term 'quas ista tic' implies
that the model accounts for the
centrifugal forces acting on the
orbiting rolling-elements but is other
wise a static model.
'The lower minor of the matrix
is symmetric with the upper one,
and therefore it need not be
displayed.

1297

ss between a force acting in the X-direction

In the matrix below k,. is the coupling stiffne
e of the decoupled system for rotor
schem
the
In
s.
and the resulting rotation about the X-axi
square symmetric matrix from the
2X2
a
draw each
dynamics analysis, sub-systems (a) and (b)
stiffness tenn. The decoupled
axial
pure
the
(c)
stem
sub-sy
and
l,
mode
matrix of the complete
system is given in matrix form,
Bearing stiffness matrix of the
decoupled system

Table 2.

k.

k,.

k.,

k,

ky

ky,

k,y

k,
k.,

is
= k, and k, = k for all the rotor suppo ns'
A rotor of rotational symmetry where k,
tive coupling elements of subrespec
the
ably,
presum
case,
a
such
In
regarded an isotropic rotor.
stems become identical.
systems (a) and (b) are equal and these sub-sy
Rotor Dynamics Analysis
se
ately describe the screw rotor for the purpo
The rotor geometry and the stick model adequ
ics
dynam
rotor
the
to
prior
uted
comp
are
sses
of dynamic analysis. Hence the bearing stiffne
ss depends
Since in the quasi-static model the stiffne
analysis to provide the necessary input data.
ations are repeated for each
calcul
these
,
speed
rotor
and
load
both
on the operating conditions of
mounting
s used in the computations also account for
combination of these conditions. The model
rotor
and
ns
utatio
comp
ss
stiffne
t
ver the presen
fits and resilience, and assembly errors. Howe
considerations of the
ut
witho
data,
al
nomin
the
with
cted
dynamics analysis were condu
bly errors.
manufacturing tolerances and possible assem
the
rotor described above is designed so that
The bearing arrangement of the male screw
to the axial
only
ore,
theref
bute,
contri
They
load.
ball bearings carry exclusively the thrust
clearance,
supponed by the CRBs which have radial
stiffness of the rotor. The radial loading is
utation
comp
the
from
ved
obser
be
can
anisotropic. This
hence their stiffnesses are expected to be
components of a bearing.
ss
stiffne
radial
two
the
aring
comp
,
results tabulated belo,w
Computed CRB stiffness [N/mm]

Table 2.

Bearing #5

Bearing #4
k,
543417

. k,

k,

400142

356512

k,
393084

to ground.
chain of springs from the shaft centre-line
"The suppon is defined to include the entire

1298

The rotor dynamics analysis was

used to predict the whirl mode s and
the associat~d whirl
frequencies of the screw rotor withi
n the frequency range 0-1000 Hz,
tabulated below.
Tabl e 3.

Natural whirl frequencies [Hz]

Mod e #0

Mode #I

Mod e #2

Z-ax is

X-Z

Y-Z

X-Z

Y-Z

951

507

504

939

872

Evidently each of the radial whirl

modes occurs twice, once in the
X-Z plane and once in
the Y-z plane at different whirl frequ
encies, as could be expected for
an aniso tropi c rotor. The
results of the modal analysis are
presented in the form of mode shap
es of these: mode s (Fig. 2).
The whirl frequencies of modes
#1 are nearly identical and their
mode shap es are similar, so that
mode #IX only is shown in the diagr
am. The difference between the shape
of modes #2X and
#2Y is most pronounced at the left
end of the rotor.
This may seem as though the rotor
undergoes relatively large r radial
bend ing deflections in
theY -dire ction than in the X-directio
n, at that end of the rotor. It shou
ld be noted. however, that
different mode shap es have been
normalised to their maximum defle
ction.
Mode! verification
Clearly it is strongly recom mend
ed to verify the analytical model
befor e using it to .
evaluate the rotor dyna mics perfo
rmance of a comp resso r design. In
the case unde r discussion the
comp resso r has been operational
so that some test data were available
for comp ariso n with the
analysis. The signal was recorded
from an accel erom eter attached to
the comp resso r successively
at two locations,
1)
On the housing, facing the male
screw close to bearing #4, and point
ing radially;
2)
On the housing of bearing #5 close
to the drive: end, point ing axially.
The test data of the radial acceleratio
ns are presented in a diagr am of
the Freq uenc y
Response Function (Fig. 3). The
curve consists of many spikes whic
h seem to be supe r-imp osed
on a 'ridg e' of a peak-amplitude
plot shown by a dashed line. Funh
er examination of the diagram
reveals that the spike s are integer
multiples of the rotational speed
of the rotor, and their sidebands. Thus they can be regarded
as a kinematic phenomenon depe
nding mainly on the speed.
The 'ridg e' represents the dynamic
characteristics of the compressor,
including the screw rotors, as
seen ' by the accelerometer. Thre
e of the computed whirl frequencie
s of Tabl e 3 are depicted on
the diagram by the venic al lines,
and seem to support that hypothesi
s.
How ever assessment of the valid
ity of the analytical model requires
a more detailed exam inati on
of its characteristics. The main facto
rs to be considered in interpreting
the test data are outlined
below:
I)

2)

Vibration excitation For a screw

rotor to vibrate in a natural mode
o{ whirl. the mode
must be excit ed to resonate. That
occurs when the frequency of excit
ation , e.g. gear mesh,
and the natural whirl frequency nearl
y coincide. This conc ept is prese
nted in a Campbell
diagram (Fig. 4) in the form of a
critical speed map where the excit
ation frequencies are
deno ted by their orders. The horiz
ontal lines represent the natural whirl
modes, deno ted by
their numb er and coordinate. The
frequency response function (Fig.
3) can be thought of as
a cross-section of the Campbell diagr
am at the operating speed 3550 r/min
.
It can be
observed that modes #0 and #2X
are excited by order #16, and mode
#2Y by orde r #15,
all at that speed.
Whirl mode shapes - The radial
vibration forces are transmitted to
the housing and senso r
through the two CRB s #4 and #5
(Fig. 1). They are positioned at low
respo nse poin ts
relative to mode #1, and high respo
nse relative to modes #2.

The above observations indicate

good agree ment between the test
data and the model.

1299

DYNAM IC ANALYSIS
The Semi-Hermetic Rotor Model
aft compressor and is modele d in much
The semi-hermetic compre ssor is similar -to the open-sh
rotor differs from the former type
this
nt,
viewpoi
cs
dynami
rotor
a
From
5).
(Fig.
the same way
the rotor [4]. The structure of this
of
part
g
overhun
an
on
carried
mainly by the electro-rotor mass
te to the bending stiffness of
contribu
not
mass and its mounting lead to the conclusion that it does
m2, m, and m4 , as displayed by
points:
three
at
shaft
the
on
lumped
is
mass
the
re
the rotor. Therefo
the stick model.
Rotor Dynamics Analysis
shapes were computed for the male
The natural whirl frequencies and the associated mode
r/min. The frequencies are tabulated
3550
speed
rotor
the
at
ssor.
compre
rmetic
semi-he
screw of the
below,
Table 4.

Natural whirl frequencies [Hz]

Mode #3

Mode #2

Mode #1

Mode #0
Z-axis

x-z

Y-Z

X-Z

Y-Z

X-Z

726

147

146

735

709

805

Y-Z
785

the mode shapes, and the rotor model

Tlie modal sur-vey is presented in a diagram (Fig. 6) of
be observed by comparing the modal survey
can
mass
rotor
electrothe
of
effect
The
e.
referenc
for
For all the modes shown the latter type
of the open-shaft with that of the semi-hermetic rotors.
as would be expected. Such mode shapes
end,
drive
the
at
on
detlecti
displays the maximu m bending
operating close to a critical speed.
when
stator
the
run the risk of the electro-rotor contacting
Critical Speed Problem
the whirl frequency of modes #3X and
The rotor dynamics analysis has pointed at the risk that
of the male screw rotor 3550 r/min. That
speed
g
operatin
the
to
ty
proximi
close
in
occur
#3Y
#13.5 may be present in the compressor. The
prediction is related to the event that excitation order
t the critical speed map (Fig. 7). It can be
construc
to
used
data obtained by computation were
intersec t with the line of order #13.5. That
modes
observed that the horizontal lines representing these
r/min (#3Y) and 3578 r/min (#3X).
3490
at
n
excitatio
speeds
critical
of
fisk
the
to
rise
gives
of the compre ssor are normally followed by
Observations of this kind in the development phase
involves introducing design modifications
This
risk.
that
te
elimina
to
searching for ways and means
the whirl frequencies. The variety
shifting
thereby
which lead to re-distribute the mass and stiffness,
ents of the compressor process, or by
requirem
the
by
limited
only
is
s
solution
design
for
of options
seemingly simple to implement, is examined
the imagination of the engineers. One of the options,
d design an attempt is undertaken at
modifie
this
In
here from the rotor dynamics viewpoint.
bearing k, towards the electro-rotor. The
shifting
by
rotor
the
of
stiffness
radial
the
uting
redistrib
dynamics analysis. The analysis indicates that
effect of the design change was examined through rotor
with mode #3Y further down to 3464 r/min
speed,
g
operatin
the
both modes were shifted away from
the critical speed is caused by order #14.4
and mode #3X higher up at 3649 r/min. Evidently now
7) with the shifted whirl modes marked in
(Fig.
diagram
the
on
shown
is
This
#3X.
exciting mode
brackets.
DISCUSSION
The Role of the Bearing Stiffness
al model of the screw rotor for the
The compre ssor was described in terms of the analytic
to affect the whirl modes and
shown
was
purpose of rotor dynamics analysis. The bearing stiffness
antly.
frequencies of the rotor signific

1300

It was demo nstra ted that, for a

given screw rotor, both the sprin
g constant and its location dete nnin
the whirl frequency. The importanc
e
e of the bear ing' stiffness is, howe
ver, relative to the whirl mode
shape for the following reaso ning
,

a)

b)

Rigi d, body modes - For a rotor

which may be assumed rigid (see
footnote 2) the only source
of elasticity is prov ided by the
bearings. Hence the bearing stiffn
esses com plete ly dom inate
these whirl modes and their frequ
encies.
Flexural mod es - The influence
of the bearing stiffness depends
here on the bending stiffness
of the rotor relative to the beari
ngs, and on the bearing positions
relative to the mode shape.
It can be show n that the rotor
stiffness is connected to the bear
ing stiffnesses in series. The
nature of such a com bina tion is
that the softer one dominates.
Thus in the case of the twin-scre
w compressors with fairly stiff
screw rotors, the bearing
stiffness predominates.
The refer ence to the mode shap
e can best be explained with the
help of the modal survey (Fig.
2). It can be seen that mod e #l
displays hardly any bend ing defle
ction at the location of
bearing #4. Henc e this bearing has
a negligible effect on the shape
and frequency of mode #1.
while mode #2 is stron gly influ
enced by it. Comparison of mod
es #2X and #2Y shows that
bearing #4 is the ma.in sour ce of
the rotor ani5otropy.

Estimating Bearing Stiffness

The analysis presented in sections
2 and 3 was, as mentioned, cond
ucted with respect to the
nominal manu factu ring and assem
bly specifications of all the rotor
components. Moreover, both
manufacturing tolerances and
assembly errors may influence
the performance of the com press
considerably. In this section. we
or
exam ine the effect of some of
the comm on mou nting errors
bearings on estim ating their stiffn
of
ess and consequently on pred ictin
g critical speeds.
Axial Preloadin_g
In general ball bearings are prelo
aded axially by the ~onstant force
of a sprin g mechanism,
or by displacing one bearing,
of a pair, relative to the other.
Since the stiffness of these beari
depends strongly on the spin spee
ngs
d of the rotor it cannot be deter
mined by static meas urem ent. It
therefore, nece ssary to rely on
is,
indirect estimates using measurem
ents and computations, and final
verify the rotor dyna mics model
ly
by comparison to test data. The
effec
t
of an erroneous estimate of
the force of a>;ial prelo adin g on
the whirl frequency was examined
analytically. Results are presented
in a Campbell Diag ram for an error
of 12.5% efther below or abov e
the nominal value (Fig. 8). The
graphs demo nstra te that the error
of estimating the whirl speed dimi
nishes with the spee d', bur still
remains within a band of 4% at
the operating speed.
Radial Clearance
The stiffness of Cylindrical Roll
er Bearings (CRB) depends on
the internal radial clearance,
in particular the orthogonal stiffn
ess (k1). Some of the causes of
reduced clear ance in the assem
of the com press or are an over size
bly
shaft or an undersize bore of the
bearing housing. Reducing the
radial clearance of CRB s leads
to a lowe r load on the individual
rollers, there by stiffe r contact
between the rolle rs and the racew
ays.
Eventually the bearing is stiffer
and the radial natural frequency
becomes higher. The extent
of the effect of this assem bly error
can be illustrated with the help of
a computed example. The radial
c!ear-.mce of two different CRB
s with average pitch diameter of
abou t 60 mm was reduced by
mm, and the incre-.tse of the bear
0.1
ing stiffness was computed.
'The read er would arrive at a simi
lar observation from Fig. 4 of [3].
The results are tabulated belo w
as the percentage chan ge of the
bearing stiffnesses from those with
the nominal radial clearance.

1301

Table 5.

Comp uted increase [%) of CRB stiffness for

reduction in radial clearance of 0.1 mm.
Bearing #5

Bearin g #4
k,

k,

k,

k,

9.7

24.6

17.4

19.6

ting the
kind may result in a significant error in predic
The table shows that an assembly error of this
essor.
natural whirl frequencies of the compr
Bearing Misali gnmen t
for
ular mounting error lies in the spring used
One of the common reasons for this partic
crew
twin-s
the
in
gs
bearin
These
gs.
ding to ball bearin
applying the consta nt force of axial preloa
n the
ed to carry pure thrust loads. In this configuratio
compressors discussed in the paper, were arrang
g stiffness is a
bearin
axial
the
and
nts,
eleme
rolling
load is equally distributed among all the
beating
is no longer evenly distributed so that the
maximum. For a misaligned bearing the load
ncy. The model of the open-shaft
freque
whirl
l
natura
the
also
uently
stiffness drops, and conseq
degree of
nced effect that may follow from a minor
compressor was used. to illustrate the pronou
ter was
diame
outer
mm
40
with
#I
g
bearin
back-up
misali gnmen t In that design (Fig.! ) the
to a lower natural frequency for
led
This
mm.
0.2
of
t
amoun
an
ring
outer
misaligned by tilting its
at half the
ed. The simulation results for that model
the axial rigid-body mode::, as could be expect
ion for
condit
ing
mount
al
nomin
the
at
ncies
whirl freque
applied load are tabulated below, with the
reference.
Table 6.

The effect of assembly errors on the

axial whirl frequencies [Hz).
Male rotor speed [r/min]

Condition
10

2500

3550

Nominal

879

875

856

Misalignment

807

780

769

ence of the
that error would lead to a substantial diverg
Also here, as for the other assembly errors,
.
data.
ted
compu
test data from the
CONCLUSIONS
dynamics analysis of twin-screw compressors
An approach has been described to rotor
ss
with the help of case studies that the stiffne
shown
was
It
equipped with rolling-element bearings.
rotors. A
screw
the
of
iour
behav
ics
dynam
rotor
the
of the bearings can considerably influence
tage to
ted bearing stiffness may be used to advan
verified analytical model with correctly estima
to reduce the risk of operating
help
may
y
activir
That
essor.
compr
predict the performance of the
reduce noise and vibration levels.
under resonant conditions and hence also to
e it
bearings can not be measured directly becaus
However, the stiffness of rolling-element
of estimating bearing
way
One
errors.
bly
assem
le
possib
on
and
depends on the operating condit ions
with the
analysis [5] by comparison with test data and
stiffness is to extrac t it from rotor dynamics
d for
allowe
be
must
bly
assem
the
in
y, the effect of errors
knowledge of the bearing propen ies. Clearl
in such estimates.

1302

ACKNOWLEDGMENT
The author wishes to thank Dr. H.H. Wittmeyer,
Managing Director of SKF Engineering &
Research Centre B V, for permission to publish
this paper.
Thanks are due to H. Saletti and R. Parnlin of
Svenska Rotor Maskiner (SRM) Sweden, for making
available compressor design and test data. The
usefull discussions with Dr. J. Tripp of SKF
Engineering & Research Centre, and H.H. Wallin
of SKF Industries USA, are acknowledged with
thanks.
LIST OF REFERENCES
[1)
(2]
[3]

(4]

[5]

Nelson H.D. and Glasgow D.A., A quick graphi

cal way to anillyse rotor whirl, Machine
Design, October 1976, pp. 124130.
Nc::lson H.D. and McVaugh J.M., The dynamics
ofroto rbeari ng systems using fmite elements,
. ASME Tran., J. Engrg. Indus., Vol. 98 No. 2,
May 1976, pp. 593-600.
Shapiro U., Rotor dynamics analysis of screw compr
essors fitted with rolling elemem bearings.
SRM Technical Screw Compressor Conference
1992, May, Stockholm, Sweden.
Wang K.W., Shin Y.C. and Chen C.h . On the natural
frequencies of high-speed spindles with
angular contact bearings, Proc. Inst. Mech. Engrs,
VoL 205 1991, Pt C: J. Mech. Engrng S:
pp. 147-154.
Kraus J., Blech J.J. and Braun S.G . In Situ determ
ination of rolling bearing stiffness and
damping by modal analysis, ASME Tran., J. Vib.,
Acous t, Stress, and Reliability in Design.
Vol. 109. July 1987, pp. 235-240.

!303

ROTOM! MODEL

STII:K Mr:lDEL

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1304

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c:ompre ssot. Diagram const.ru ctl!!d from
compute d data.

R(!iLlR MLIDF.:l

F",~

:i

Tf."le

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-.... ..... _

bortn-.sct @W

s~ml-h~rllfl@tle copre.ss ot"

1
using the .!ln~lytic.!ll atOdel.

1305

'

0 9
0. 8

"

0 7

~
w,.,

0 5

];

=>rn

"1!
ll!.

"rn

0.

-' 0

<>B

i>-

~w

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-'

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O.J
0.2
0 1

5HII~T

Fig. 7

l=lOTAi!ON Al- SPEED (1"'"/mlr"IJ

semi-h ermet ic
The risk of critic al speeds of the twin-s crew,
data.
ted
compu
from
ucted
constr
m
compr essor. Diagra

~oto~

dyna mics

~omputed

data

THE CFFECT OF THE. a.t-0::-UP Bt:.4.AI t.G

-,~-: -,~-:~-: :-~ -: -: - ,:.-~ - .: -_ -: -:T._: ~_;~:- ,_:=_;~: .:;-:,_~-:~,;_~- ~_;~:;_: .~;_~"T: :.;,;_,: _:~ -:-: . .-:_:!;__.,. ;. _- - - -.,.-~- -: -"::-i---.--,

Pa

NoO> no l

~ ..--..:.,
~ '<:::.

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.....

Fa-12.. 5'l_./
750

------

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,,

--'--- ----

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+---- -r---- +---- -r---- +li____

c.ooo

1.000

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-.......:~ .

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IZ
i~

r~~
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3 DOO

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CTI"'IUS.I!I.ndG)

MfOI=I SPIN SPEED (l""lmii"IJ

axial rigid- body natur al

Fig. 8 The relati onshi p betwe en the funct ion of the axial
as
,
speed
spin
the
freque ncy and
prelo ading of the back- up bear~ng.

1306